Abstract: A transmission for a power train of a vehicle, the transmission including an input shaft, a first output shaft, and a second output shaft, where the first output shaft is received at least partially within the second output shaft, and where the first and second output shafts are rotatable. The transmission further includes a differential operatively arranged between the input shaft and the first and second output shafts, where the differential is configured to divide drive power applied at the input shaft onto the first and second output shafts. Moreover, the transmission includes a stationary component. Additionally, the transmission includes a cover between the second output shaft and the stationary component, where the cover defines at least one duct for guiding lubricant, with the at least one duct extending substantially radially.

Abstract: A transmission for a power train of a motor vehicle has a first stationary housing part having a first axial contact surface, a second stationary housing part, and a first sealing element on the second stationary housing part, the first sealing element being axially compressible. Additionally, the transmission includes a first planetary gear set including a planet carrier, at least one planet gear, a sun gear, and a ring gear. The planet carrier is fixed relative to one or both of the first stationary housing part and the second stationary housing part. One side of the planet carrier rests against the first axial contact surface, where the first sealing element acts on another side of the planet carrier to axially preload the planet carrier against the first axial contact surface to prevent the planet carrier from tilting relative to a rotation axis of the first planetary gear set.

Abstract: A transmission for a motor vehicle includes a first, a second, and a third planetary gear set, an input shaft, a first and a second output shaft, and a first and a second coupling shaft. Respective elements of the first planetary gear set are rotationally fixed to the input shaft, rotationally fixed to the first coupling shaft, and rotationally fixed to the second coupling shaft. Respective elements of the second planetary gear set are rotationally fixed to the first coupling shaft, rotationally fixed to a stationary component, and rotationally fixed to the second output shaft. Respective elements of the third planetary gear set are rotationally fixed to the second coupling shaft, rotationally fixed to the first output shaft, and rotationally fixed to the second output shaft.

Abstract: A damper arrangement for a motor vehicle drive train includes a damper (120) for damping torsional vibrations and a rotationally fixed fluid guide element (110). The fluid guide element (110) is axially adjacent to the damper (120). The damper (120) has at least one duct (112-1, 112-2, 112-3). A fluid (140) that at least partially surrounds the damper (120) is conveyed through the at least one duct (112-1, 112-2, 112-3) when the damper (120) rotates.

Abstract: A shaft (W) for a motor vehicle transmission (G) includes four axial bore holes (B1, B2, B3, B4) for conducting fluid within the shaft (W). A central axis of each of the four bore holes (B1, B2, B3, B4) is spaced apart from an axis of rotation (WA) of the shaft (W). A radial distance (r1) between the central axis of at least two of the four bore holes (B1, B2, B3, B4) and the axis of rotation (WA) differs from a radial distance (r2) between the central axis of one of the remaining bore holes and the axis of rotation (WA). A transmission (G) for a motor vehicle with a shaft (W) is also provided.

Abstract: A transmission for a motor vehicle includes a housing and a gear set. An oil drainage channel is formed by the housing and/or by an element connected to the housing and is arranged spatially underneath the gear set. The oil drainage channel includes at least one gear set-side inlet port, a closed underside, and an oil sump-side outlet port at one end of the oil drainage channel, which are designed and arranged in such that oil from the gear set enters the oil drainage channel through the at least one inlet port and is guided along the closed underside to the outlet port. A suction port of a hydraulic unit of the transmission is arranged in the oil sump spatially underneath the closed underside of the oil drainage channel and axially offset with respect to the outlet port.

Abstract: A hybrid drive unit (HY, G) for a motor vehicle includes a housing (GG), in which a torque converter (TC) and an electric machine (EM) are accommodated. The electric machine (EM) and the torque converter (TC) are arranged directly next to each other such that the electric machine (EM) is arranged at a first face end (TC1) of the torque converter housing (TCG). An oil guide shell (LS) at least partially encompasses a section of the torque converter (TC). The oil guide shell (LS) has an L-shaped cross-section including a first section (LS1) and a second section (LS2) and is arranged in such that the first section (LS1) partially encompasses a second face end (TC2) of the torque converter housing (TCG) and the second section (LS2) partially encompasses a circumferential surface of the torque converter housing (TCG).

Abstract: A shaft (W) for a motor vehicle transmission (G) may have axial bore holes positioned within the shaft and configured to guide fluid within the shaft. The shaft may have first, second, and third axial sections (W1, W2, W3), the second axial section being axially between the first and third axial sections. Fluid enters the axial bore holes in the second axial section and exits the axial bore holes in the first and third axial sections. One of the axial bore holes (B2; B1, B1a) is arranged, at least partially, in the first axial section and is radially spaced from an axis of rotation (WA) of the shaft. Another of the axial bore holes (B1RS; B_SE5, B3a) is arranged, at least partially, in the third axial section. The one of the axial bore holes (B2; B1, B1a) is coaxial with the other of the axial bore holes (B1RS; B_SE5, B3a).

Abstract: A shaft (W) for a motor vehicle transmission (G) includes four axial bore holes (B1, B2, B3, B4) for conducting fluid within the shaft (W). A central axis of each of the four bore holes (B1, B2, B3, B4) is spaced apart from an axis of rotation (WA) of the shaft (W). A radial distance (r1) between the central axis of at least two of the four bore holes (B1, B2, B3, B4) and the axis of rotation (WA) differs from a radial distance (r2) between the central axis of one of the remaining bore holes and the axis of rotation (WA). A transmission (G) for a motor vehicle with a shaft (W) is also provided.

Abstract: A damper arrangement for a motor vehicle drive train includes a damper (120) for damping torsional vibrations and a rotationally fixed fluid guide element (110). The fluid guide element (110) is axially adjacent to the damper (120). The damper (120) has at least one duct (112-1, 112-2, 112-3). A fluid (140) that at least partially surrounds the damper (120) is conveyed through the at least one duct (112-1, 112-2, 112-3) when the damper (120) rotates.

Abstract: A transmission for a motor vehicle includes a housing and a gear set. An oil drainage channel is formed by the housing and/or by an element connected to the housing and is arranged spatially underneath the gear set. The oil drainage channel includes at least one gear set-side inlet port, a closed underside, and an oil sump-side outlet port at one end of the oil drainage channel, which are designed and arranged in such that oil from the gear set enters the oil drainage channel through the at least one inlet port and is guided along the closed underside to the outlet port. A suction port of a hydraulic unit of the transmission is arranged in the oil sump spatially underneath the closed underside of the oil drainage channel and axially offset with respect to the outlet port.

Abstract: A hybrid drive unit (HY, G) for a motor vehicle includes a housing (GG), in which a torque converter (TC) and an electric machine (EM) are accommodated. The electric machine (EM) and the torque converter (TC) are arranged directly next to each other such that the electric machine (EM) is arranged at a first face end (TC1) of the torque converter housing (TCG). An oil guide shell (LS) at least partially encompasses a section of the torque converter (TC). The oil guide shell (LS) has an L-shaped cross-section including a first section (LS1) and a second section (LS2) and is arranged in such that the first section (LS1) partially encompasses a second face end (TC2) of the torque converter housing (TCG) and the second section (LS2) partially encompasses a circumferential surface of the torque converter housing (TCG).

Abstract: A shaft (W) for a motor vehicle transmission (G) may have axial bore holes positioned within the shaft and configured to guide fluid within the shaft. The shaft may have first, second, and third axial sections (W1, W2, W3), the second axial section being axially between the first and third axial sections. Fluid enters the axial bore holes in the second axial section and exits the axial bore holes in the first and third axial sections. One of the axial bore holes (B2; B1, B1a) is arranged, at least partially, in the first axial section and is radially spaced from an axis of rotation (WA) of the shaft. Another of the axial bore holes (B1RS; B_SE5, B3a) is arranged, at least partially, in the third axial section. The one of the axial bore holes (B2; B1, B1a) is coaxial with the other of the axial bore holes (B1RS; B_SE5, B3a).